Air-brake mechanism.



P svcRAvBNs Am BRAKE mnommsm.

APPLIOATIOH FILED AUG. 6, 1010. 988,864, Patented Apr.4, 1911.

2 SHEETS-GERM* 1.

F. S. GRAVI-INS.

AIR BRAKE MEOHANISM.

APPLxoATIou rmm 1110.6. 1910.

988,864. Patented Apr. 4 1911.

BBBET R.

l BHBBTI- www /llllllllI//lllllll .11111111111111141211 .9 1 ....1" y 1111111111111/ w. ,W Y 111 v M/N/ 11121112 l Z ,Ignaz FRANK S. CRAVENS,0F LEXINGTON, KENTUCKY.

AIR-BRAKE MECHANISM.

Specification of Letters Patent.

Patented Apr. 4, '1911.

Application led August 6, 1910. Serial No. 575,936.

To all whom 'it may concern.'

Be it known that I, FRANK S. CnAvENs, a citizen of the United States,residing at Lexington, in the county of Fayette and 5 State of Kentucky,have invented new and useful Improvements in Air-Brake Mechanism, ofwhich the following is a specification.

My present invention relates to improvements in air brake apparatus forrailway trains, and it pertains fparticularly to the angle cocks, theobject o the present invention being to rovide means whereby all theangle cocks t roughout the length of the train shall be openedautomatically and with certainty when air at normal pressure is admittedto the train `pipe from the locomotive to place the air brake apparatusin normal operative condition and while the brake system is in suchcondition, it will be practically impossible for any of the angle cocksin the train to close elther by accident or otherwise.

In air brake apparatus as commonly used the train pipe is provided atthe end of each car with what is known as an an le cock and these cockshave been hereto ore operated by hand and serve to control the flow. ofair through the usual flexible hose connecting the different cars 'ofthe train. In air brake systems of the automatic type, the brakes uponeach car are set by a reduction of pressure in the train pipe and theyare released and the auxiliary reservoirs on the cars are recharged by arestoration of the normal pressure of air in the train pipe from airstored in the main reservoir upon the locomotive. In dividing orsplitting up a train, these angle cocks upon the cars are closed toprevent setting of the brakes and loss of air from the auxiliaryreservoirs upon the cut-out cars and in making up a train, all the anglecocks upon the train, exceptin the one upon the rear end, are suppose tobe opened by hand. In practice, the memory of the trainman is reliedupon to insure the opening of all the angle cocks upon the train, but1t. sometimes happens that one or more angle cocks upon a train areclosed either accidentally or through malicious tampering. `When anangle cock upon a train 1s closed, it renders inoperative all the brakesupon the cars in rear of the closed cock, and this has been the cause ofnumerous accidents.

My .present invention renders it unnecessary to manually open the anglecocks, as these cocks are immediately and automatically opened withcertainty throughout the length of thc train when the train 1s cou ledand air is admitted to -the train pipe rom the locomotive to release thebrakes and to charge the auxiliary reservoirs uponthe cars, these anglecocks being opened with certainty under the normal pressure which isadmitted to the train pipe for the puroses stated and, moreover, 1t ispractically impossible for any of the angle cocks to be closed eitheraccidentally or through maliclous tampering, while the train pipecontains air at the normal train pipe pressure oi` while the air brakesystem is 1n normal operative condition.

The present invention provides a very simple and efficient means foraccomplishing the objects above stated and for overcoming the defectshereinbefore noted.

To these and other ends, the invention consists -in certainimprovements, and .combination and arrangements of parts, all as will behereinafter more fully described, the novel features being pointed outparticularly in the claims at the end of the specification. I Y

In the accompanying drawing Figure 1 is a plan view partly in section ofan angle cock provided with automatic operating means constructed inaccordance with my present invention; Fig. 2 represents a side elevationof the angle cock and its attachment as shown in Fig. 1; Fig. 3represents a section on the line 3 3 of Fig. 2; Fig. 4 represents acentral vertical section through the angle cock and a portion of thepassage which leads therefrom to the iuid pressure cylinder or motorwhich serves to open the cock; Fig. 5 is a detail perspective view ofthe plug of the angle cock; Figs. 6 and 7 represent sections on thelines 6-6 and 7-7 respectively, of Fig. 4, the cock in these twopositions being represented as closed' and Figs. 8 and 9 are viewssimilar to F1 s. 6 and 7, the cock in these latter views, iowever, beingrepresented in open position.

Similar parts are designated by the same reference characters in theseveral views.

In the present instance, I have shown m invention applied to theordinary or stan ard angle cock modified slightly, however, to adapt itfor use in connection with my present invention. This cock consistsenerally of a casing 1, one end of whic is susv @and the upper end ofVthe plug is providedv with a squared or angular portion 7 to receivethe operating handle or lever 8.

According to the present inventiona thek rotatable plug of theangle cockis provided with means for controlling the How of a1r to the piston ormotor which serves to automatically open the cock. For this purpose itis provided toward its upper end wlt-ha circumferential port or groove 9which extends around the plug for approximately one-half itscircumference and the lower port-ion of the plug is provided with asimilar port or groove 10 which also extends around the plug forapproximately one-halfits circumference, the ports or passages 9 i and10 being arranged at opposite sides of the plug. The casing in which theplug ts is provided with a p ort or feed groove 11 which leads from oneside of'the cock and communicates with the upper groove 9 when the cockis in closed position, and a port or feed groove 12 leads from theopposite side of 'the cock and communicates with the lower portor groove10 of the plug when the cock is in closed position. 13 represents vtheusual port in the plug through which the train pipe pressure iows. Thecasing of the cock is also provided with a passage 14 which ispreferably arranged at approximately a quarter turn from the port orfeed groove 11 and when the cock 1s in closed position, this passage 14communicates with the upper groove 9 of the plug. A passage 15 is alsoformed in the casing of the angle cock and is arranged therein atapproximately a quarter turn from the position of the port or feedgroove 12 and when vthe angle cock is closed, this passage 15 is incommunication with the lower groove 10 of the plug. The passages 14 and15 in thecasing both lead into the opposite ends of a chamberv 16. thischamber having a pair of valve seats 17 and 18 arranged at its oppositeends and it contains `a shiftable valve 19 which is adapted to seat uponone or another of the valve seats and thereby control the. back flow ofair through one or another-of the passages, as will be hereinafterdescribed; A- passage 20 is formed in the casing of the cock and leadscentrally from the chamber 16, and this passage 20 extends through abracketv or extension 21 attached to or formed as a part of the anglecock casing and leads into the rear end of a fluid preszspring and ventair from the reali-ofthey sure cylinder 22, the latter being mounted infixed relation to 'the angle cock casing. This .fluid pressure cylinder22 contains a recip.

rocatory piston 23 the rod of which is connected by a link 24 to thelever 8, a portion of the lever 8 being extended beyond the link 24 toprovide a handle 25 whereby the cock may be operated by hand whendesirable or necessary. The rear portion of t-he fluid pressure cylinder22 is provided with a vent26 and a valve 27 which controls theescape' of`air from the cylinder through this vent. Thisvalve may be of anysultable type and normally it is held uponiits seat in the casing 28 bya compression spring 2 9, the stem 30 of the vvalve extending throughthe valve casing and a lever 31 may be provided to operate upon thisvalve stem and thereby openv it against the action of its piston 23. Thehandle 31 is depressedfffto release air from the fluid pressure cylindery 22 preparatory to a closing of the angle coclrf vby manipulation ,ofthe handle 25. In order to prevent persons from maliciously tam 90pering with the angle cock, a Whistle or` other signal 32 may beattached to the dis-l charge opening ofthe valve so that when this valveis opened t-he air vented from the cylinder will sound a warning or willact as an alarm.

. The operation of the apparatus may be described as follows:Assumingthat the train pipe is free from train pi e pressure and thatthe angle cock is close there will `be no pressure in rear of the piston23. As

soon, however, as lthe cars of the train are coupled by the usual hoseand air is admitted at normal pressure from the locomotive to releasethe brakes and to recharge the auxiliary` reservoirs upon the cars, aportion of the air so induced into thetrain pipe will serve to open allof the angle cocks through the length of the train auto matically andwith certainty, irrespective of the direction in which the air'from thelocomotive'approaches each angle cock. 'If the air approaches the anglecock from the direction of the car, then a portion of this airwill flowinto the port or fee y 11, from the latter it will enter t` pper port orgroove 9 in the valve plug which at .this time is in closed position,and such air will flow from the upper portv or groove 9 into the passage14. The air from the passage 14 will act upon the valve 19 to shift it,it seating upon the valve seat 18 to prevent such air from escaping intothe passage 15, and from the valve chamber 16 the air flows through thepassage 20 into the cylinder 22 in rear ofits piston 23. The y piston 23when subject to-a relatively low pressure of air will move toward theleft in Fig. 1 and owing to its operative connectin with the lever 8, itwill open the angle cock.

During the latter portion ofthe closing movement of the plug of theangle cock, the upper port or passage 9 will la and close the passage14, the remainder o the stroke of the piston 23 being ellected by theeX- pansion of the air admitted to the cylinder duringthe first part ofthe closing movement of the cock.' By closing the passage 14 just beforethe final opening of the angle cock, a leakage of air from the trainpipe to the o erating cylinder 4and piston 1s prevented) althou h shouldit be attempted to close the ange cock while air at normal train pipepressure is contained in the train` pipe, the first part of the closingmovement would again establish communication be-' tween the upper groove9 of the plug and the passa e 14 wh1ch would again admit air to the cylnder and would cause the cock to be immediately reopened.- If the airapproaches the cock from the hose, a portion of this air will flowthrough the port or .groove 12 into the lower groove 10 of the plug andfrom the latter, it will enter the passage 15, this passage 15registering with -the lower groove 10 when the cock is in closedposition. The air so entering the passage 15 will act upon the valve 19,shiftmg it into a position to close the passage 14, and the air willthen proceed through the passage 20 to the rear side of the piston 23and the cock will be automatically opened in the same manner as beforedescribed. In this case also the passage 15 will be lapped and closedduring the final portion of the opening movement of the cock so as toprevent leakage of air into the cylinder w'hile the train pipe containsair at normal train pipe pressure. In both instances, however,

the operating cylinder and piston will receive a fresh supply of airfrom the train pipe after the cock has been partially closed so that thecock will be maintained in open position with certainty as long as thetrain pipe contains air at train pipe pressure. In order to close thecock, it is only necessary to press upon the handle or lever 31 and tothen turn the lever 8 by hand into the position shown in Fig. 1, the airbeing thereby vented from the operating cylinder and permittin'g itspiston 23 to be retracted by operation of the lever 8. As before stated,however, a Venting of the air from the operatin cylinder will sound theWhistle or equiva ent signal as a warning or alarm which wouldimmediately attract attention should unauthorized persons attempt totamper with the cock. After the cock has been closed, communication isestablished from the coupling hose side of the cock to the operatingcylinder, through the ports 12 and 10 and passages 15 and 20, and byholding open the valve 27, the air pressure in the coupling hose may bereleased so as to facilitate an uncoupling of the hose. Any

suitable means may be emplo ed to close the rear end of the train pipe.*or example,

a dummI coupling member may be used parts in order to adapt theinvention to the different systems, or to enable the invention to beapplied to the best advantage according to the circumstances of eachparticular case.

I claim as my invention:

1. In air brake apparatus the combination of an `angle cock, and meanscontrolled by the angle cock and operative automatically to open thesame.

2. In air brake a aratus, the combination of an angle cocxlr, meanscontrolledl by the angle cock and operative to automati-V cally open thesame under the influence of air at or below normal train pipe pressure.

3. In air brake apparatus, the combination of a cock, and fluid pressureactuated means connected to receive fluid ressure from the train pipeunder the contro of said cock and operative to open the same.

4. In air brake apparatus, the combination of a train pipe having a cockconnected thereto, and air operated means operative to open said cock byair taken from the train pipe when said cock is closed, said cockserving to cut oil'Y communication between the train pipe and said airoperated means.

5. In air brake apparatus, the combination of a trainpipe having a cockconnected thereto, means operated by fluid pressure from the train p1peat either side of said cock for opening said cock from fluid pressure inthe train pipe, and a device for interrupting communication between saidmeans and either side of said cock when fluid is admitted to said meansfrom the opposite side of the cock.

6. In air brake apparatus, the combination of a cock for the train pipeembodying a casing and a plug turnable therein, the

fluid therethrough and also having supplemental ports which communicatewhen said cock is closed, and means connected to recasing and plughaving ports for conducting ceive fluid pressure through said supple-`the respective sides of the cock when the latter is closed, meansoperative by fluid pressure from either side of the cock and through therespective set of supplemental ports for opening the cock, and adouble-actmg valve operative automatically to close communicationthrough either of said sets of supplemental ports when fluid pressure isadmitted to said means through the other set of supplemental ports. l

8. In air brake apparatus, the combination of a cock for the train pipeembodying a casing and plug turnable therein, the casing and plug havingmain ports vfor the flow of fluid pressure through the train pipe, and

nected to receive such fluid and operative t open the cock. v. h

In testimony whereof I have hereunto set my hand in presence of twosubscribing Witnesses.

" FRANK S. CRAVENS.

Witnesses:

CHARLES A., RoWE, CEAS. S. HYER,

